John a



(NoModel.)

J. A. TAGKABBRRY.

TRUCK. l No. 569,0?2. Patented out. 6; '1896.

Ewdh. ghw@ UNITED STATES PATENT OFFICE.

JOHN A. TACKABERRY, OF NEW YORK, N. Y.

TRUCK.

SPECIFICATION forming part of Letters Patent No. 569,072, dated October6, 1896.

Application filed September 5, 1893. Serial No. 484,864. (No model.) I

To all whom, it may concern.-

Be it known that I, JOHN A. TACKABERRY, a citizen of the United States,residing in the city, county, and State of New York, have inventedcertain new and useful Improvements in Trucks, of which the following isa speciiication.

My invention relates to the trucks of tramcars,and more especially tothat class of trucks which are used in connection with motor and cablecars; and my invention consists in constructing the truck-frame,spring-supports, and braking appliances as fully set forth hereinafter,and as illustrated in the accompanying drawings, in which- Figure l is aplan view of sufficient of a truck-frame to illustrate myinvention. Fig.2 is a side elevation illustrating diiferent forms of pedestals at theopposite end.

The frame II of the truck is supported by the boxes C, which receive thejournals of the axles a, having the wheels b, thev frame being suspendedfrom the boxes, as shown.

The side pieces E E of the frame instead of being made as heavy asusually required when such side pieces are of wood are made lighter, butare reinforced by a straight-sitting plate 13, which is of the width orvertical height of the narrower portions of the side pieces and extendthrough slots in the wider portions, as illustrated in the drawings. Asshown, the said plate occupies the position about midway between the twofaces of the side pieces and is secured in place by transverse bolts 14;but the said plate may be placed upon the outside or the inside of theside piece, if desired. By this means with the use of wooden side piecesof comparatively little thickness I am enabled to secure the requisitesupport for the heavy motors and other appliances now used upon someclasses of cars.

Generally the body of the car is supported by the spring interposedbetween the pedestal and bearings upon the boxes, and this demands thatthe entire support shall be concentrated within a comparatively-limitedarea adjacent to each'box and does not with heavy cars secure therequisite stability. In order to overcome this defect, I interpose oneor more of each set of springs adjacent to each box between the body ofthe car and the side piece E. The springs maybe arranged in differentways. Thus, as illustrated at the right in Fig. 2, the pedestal A issupported upon the usual springs 7 7, having their bearings at the sidesof the box C, while supplemental springs 7 rest upon the truck-frame,as, for instance, upon brackets 8. The sill X of the body bears uponAthe top of the pedestal and also upon a bearing-plate '20 at the top ofthe springs 7n. In the construction shown at the left in Fig. 2, whichis the preferable construction, the pedestal A is provided with an armor eXtension 5, which projects over the springs 7a. In either case thereis a much wider Y base or bearing for the spring-supports than isusually obtained, and there is an increased stability.

Where increased elasticity is desired, supplemental springs 6,preferably fiat rubber springs, may be interposed between the top of thepedestal and the bottom of the sill of the body, as shown at the left inFig. 2.

Each pair of brake-shoes 9 9 is secured at the end of a brake-beam 22,which instead of being suspended from the body of the car, as is common,is pivoted to links lO, each pivoted at the lower end to a bracket l2upon the truck-frame, so that, as the said frame always occupies aninvariabley position as regards the wheels, there will be no movement ofthe brake-shoes except to and from the wheels, as permitted by theswinging of the links. The links 10, when the brakes bear against thewheels, are so pivoted as to bring them in vertical positions, wherebywhen the shoes are withdrawn from the wheels the tendency of the link isto fall outward with the brake-beam and maintain the shoes from Contactwith the edges of the wheels, so that they will not wear by such contactand so that there is no necessity of using springs to keep them normallyout of contact with the said edges or rims.

In order to avoid the frequent adjustments that are ordinarily Yrequiredwhere the brakelevers have comparatively little play, I make use of theconstruction best illustrated in Fig. l, where there are two brakedeversl5 16, the former pivoted at y to a brake-bar 20, which is connected bylinks 2l 2l, having any usual or suitable means of longitudinaladjustment, to the bar 2O at the opposite end IOO of the truck. From oneend of the lever 15 eXtends the reel-rod 23, which connects with thebrake-chain, and the other end of the lever 15 is connected by a link 17with the end of the lever 16, the latter being pivoted at X to thebrake-beam 22, nearv the center thereof, and also being connected by alink 18 with the bar 20. A guide-link 19 is also pivoted to thebrake-beam 22 and the bar 20, as shown.

When by winding up the chain a draft is exerted upon the reel-rod 23 andone end of the lever 15, the latter, swinging upon its fulcrum y,thrusts inward the lever 16 and carrying inward also the pivot X of thelatter, so as to force inward the brake-beam 22 and bring the shoesagainst the wheels, while at the same time the lever 15 tends to swingupon the end connected with the link 17 as a pivot and to carry outwardthe fulcrum fg, t-hereby drawing out the bar 20, together with the links21, and pulling in the bar 2O at the opposite end of the truck, bringingit against the brake-beam 22 at such end and forcing the shoes againstthe rims of the wheels at that end.

When the long end of the lever 16 is thrust inward by the power appliedto the link 17, the short end of said lever 16 is thrust outward withthe link 18, which also tends to act upon the bar 2O and carry itoutward. l have found that by the combination of levers shown anddescribed it is possible to apply the brakes with sufcient force andrapidity, and at the I plate of a vertical width not exceeding that ofthe end portions fitted in said groove or recess, and suitable devicesto secure the parts together, substantially as described.

2. The combination of the truck-frame suspended from the car-axles andprovided with the brackets 8 at or near the ends, pedestals having eachat one side an extension 5, and supporting-springs between saidextensions and brackets, substantially as described.

In testimony whereof l have signed my name to this specification in thepresence of two subscribing witnesses.

JOHN A. TACKABERRY.

Witnesses:

WALLACE E. KNIFE, A. Y. ERIcssoN.

